Industrial truck



Aug. 7, 1945. l E. J. DUNHAM E-rAL 2,381,729

INDUSTRIAL TRUCK Filed July 3o, 1943 12 Sheets-sheet 1 BY @hoff-w Aug. 7, 1945.

' INDUSTRIAL TRUCK Filed July 50, 1943 l2 Sheets-Sheet 2 570672270701 52m TIM/:9mm

E. J. DUNHAM ETAL 2,381,729

Aug. 7, 1,945. E. J. DUNHAM ETAL INDUSTRIAL TRUCK l2 Shee`ts-Sheet 3 Filed July 50, 1943 Au8 7, 1945- E. J. DUNHAM ETAL 2,381,729

INDUSTRIAL TRUCK Filed July 30, 1943 l2 Sheets-Sheet 4 Aug- 7, 1 945- E. J. DUNHAM ETAL 2,381,729

INDUSTRIAL TRUCK .A119 7, 1945 E.; DUNHAM ET Al.

vINDUSTRIAL TRUCK Filed July 30, 1943 l2 Sheets-Sheet 6 Aug.'7, 1945. E. J. DUNHAM V:i1-Al.

INDUSTRIAL TRUCK Filed July 30, 1943 l2 Sheets-Sheet '7 d fa u Q 5 l Aug- 7, 1945 E. J. DUNHAM ET A1. u 2,381,729

INDUSTRIAL TRUCK Filed July 50, 1945 l2l Sheets-Sheet 8 Aug.y 7, 1945. E. J. DUNHAM ETAL 2,381,729

INDUSTRIAL TRUCK Filed July 50, 1945 12 sheets-sheet 9 BY Q/WXM Aug, '1,A 1945.

E. J. DUNHAM ET Al.

INDUSTRIAL TRUCK Filed .July zo, v1943 12 sheets-sheet 1o BY imfwi m mm Zh E l L@ wm m TS @i Aug- 7, 1945- E; J. DUNHAM :zi-AL 2,381,729

INDUSTRIAL TRUCK Filed July 50, 1943 l2 Sheets-Sheet 11 Aug. 7, 1945. 'l E. J. DUNHAM ET AL i 2,381,729

INDUSTRIAL TRUCK and unloading such Patented ug. 7, 19451 UNITE-D STATES PATENT ori-'icaassises mnus'ramr. 'rnUcK Elmer J. Dunham and Kenneth E.

` Mulvany.

Battle Creek, Mich., assignors to Clark Equipment Company, Buchanan,

tion of Michigan Mich.. a corpora- Application July 30, 1943, Serial No. 496,807 13 Claims.v (Ci. 214-413) manu'actured is not capable of use for this puror trans,- and ,loading areas in and mercantile establishtroducing material into 'the door of the fuselage, nor does it have suilicient lateral stability to accommodate its movement over the surface of landing fields and adjacent terrain.

In addition, such trucks are normally provided with solid rubber tires and with little or no road clearance which makes them undesirable from a practical standpoint for operation in this field.

The present invention contemplates an industrial truck peculiarly adaptable to this service which is of compact design and has sumcient lateral and longitudinal stability so that it can be operated over the terrain on which such a truck must work without any danger of tipping over or up-ending.

Another feature of the present design is the provision of a telescopic type mast or uprightl assembly at one end of the truck provided with a load carriage capable of being extended to substantial height in order toreach the fuselage level of the larger cargo and transport planes.

Still another feature of the present invention resides lin providing the truck with standard pneumatic tires which are interchangeable on both the steering and driving axles in conjunction with a design which provides a sufficient ground clearance for the truck to accommodate its use on landing basic construction of the truck contemplates a three-point suspension system of the frame or chassis upon the ground, which provides for additional stability and; also allows operation .of the A truck "at fairly high speed over rough terrain.

'Ihe operating ally consists of a mechanism ofthe truck genergas-powered engine in conjunc yards, landing fields, and the' tion with normal type of transmission and drive axle. such as is used in automotive truck construction. The control of the lifting forks as Well allowing them as the forward and ling of the vertical rearward control for controlmasts is by hydraulic means operated from a uid pump driven by the engine and so arranged as to be under the ready control of the operator, whereby thev mast may be tilted at the same time as the load is being raised vertically. l

Another feature of the present invention is the provision of a frame or chassis construction which consists of plate members and simple structural shapes and relatively few formed parts.

Still another object of the present invention is to design such a truck in which the wheels, drive and steering axles, transmissions, and similar parts are all ofconventional automotive design. be purchased at relatively lower cost because of production facilities available and also simplifying the Job of maintenance and repair.'

The truck is so designed that the engine and transmission form a rigid unit supported in the frame, while the frame itself is rigidly mounted j can be provided at -Figure 4 is t power unit at one end on the axle housing of the drive axle and it is pivotally mounted at the opposite end on the steering axle eliminating the use of springs or other resilient means for supporting the chassis upon the axle.

By the provision of a standard type automotive axle, a dual wheel pneumatic tired construction the ends of the housing arms, thereby providing greatly increased lateral stability as well as increased tractive effort.

Other' specifications and advantages of the present invention will appear more fully from the following detailed description which, taken in connection with the accompanying drawings, will disclose to those skilled in the art the particular construction form of the present invention.

In the drawings, Figure 1 is a front perspective view of thel truck with the load supporting mechanism in lowered position. Figure 2 is a corresponding view of the truck with the lifting forks in elevated position. Figure 3 is a side elevational view of the truck showing the relative arrangement of the power unit and associated parts. a top plan view of the basic chassis construction for the truck. Figure 5 is an end perspective view of the truck chassis with the Figure 6 is a side perspective view of the construction shown in Figure 5. Figure 7 is a rear and operation of a preferred and transmission assembled thereim piston rod I0.

elevational view of the vertical mast or upright construction. Figure 8 is an elevational view partly in section of the steering axle construction showing the method of moiuiting the same on the truck chassis. Figure 9 is a plan view of the construction shown in Figure 8. Figure 10 is a partial view of the drive axle assembly showing the dual wheeled mounting therefor. Figure 11 is an elevational view ci' the axle shown in Figure 10 and the drive connection thereto. Figure 12 is an elevational view of the counterweight assembly and grill construction. Figure 13 is a side elevational view of the construction shown in Figure 12, including a modified form of counterweight assembly. .Figure 14 lis a somewhat diagrammatic view of the hydraulic control system for the lifting and tilting means. Figure l5 is a detailed view of the connection to the tilt cylinders. Figure 16 is a side elevational view of a modified counterweight construction. Figure 1'1 is a front elevational view of the structure shown in Figure 16.

Referring now in detail to the drawings, the truck illustrated in Figures 1 and 2 is in general of the same design as that shown in United States patent to E. J. Dunham, #2,256,314 of September 16, 1941, but modified to an extent suitable to accommodate it for the purposes above designated.

The truck consists of a vertical mast or upright assembly 5, the details of which are shown more in detail in Figure 7, but which in general comprises two channel-shaped upright members tied together by means of laterally extending reinforcing members 6 and 1 and carrying therein secondary channel-shaped upright members 8, which at the upper ends are connected to a cross head 9 carried-at the upper end of a telescopic The inner channel members are arranged for'sliding movement in the outer channel members 5 las clearly shown in Figure 2 and are adapted to have guided therein a suitable carriage comprising a plate I2 which carries on its forward surface laterally extending plate members I3 and I4, the plate members I3 and I4 in turn being provided with suitable means for mounting thereon the forwardly projecting load supporting fingers I5, which are arranged for lateral spacing on the plates I3 and I4 by means of the adjustable locating pins I8.

The forks I5 at their forward ends are chiselshaped so that they can be lowered to ground level and moved under any desired load supported on a pallet or a skid. When the load has been received on the forks, then the forks are moved vertically relative .to the inner uprights 8 by means of chains I1 connected at one end to the carriage I2 and then trained over suitable sprockets I9 carried by the extending arms of a bracket 20 mounted at the upper end of the piston I0. The opposite ends of the chains are anchored to a cross member 22 extending between the shaft uprights 5. This cross member also forms a support for the hydraulic cylinder- 23 which at its lower end is suitably supported in a cross member 24 carried between the uprights 5. Control of the raising and lowering of the fork mechanism is through a fluid circuit connected to the cylinder 23 for moving the piston longitudinally of the piston. As shown in Figure 3, the uprights 5, as shown at their lower ends are provided with brackets support on a cross shaft 26 carried by the forward end of the chassis, whereby the uprights may be tilted either forwardly or rearwardly which provide pivotal ends is enlarged to about this pivotal support by means of piston arms' 2B suitably connected to brackets 21 carried by uprlghts 5 above the point of pivotal support, and controlled through tilt cylinders 28 pivotally mounted at their rear ends as at 29 to the chassis of the vehicle.

The forward end of the vehicle is supported on the dual pneumatic tires 30 carried at opposite ends of a transverse drive axle assembly, including the axle housing 32 which intermediate its receive a conventional type of differential and will be described more in detail hereinafter. The rear of the vehicle is supported on a steering axle, including the pneumatic tires 33 mounted for steering movement on a transverse axle which in turn is pivotally mounted on its center to the chassis of the truck as shown in detail in Figures 8 and 9.

Suitable fenders 34 are provided over the steering wheels and fenders 35 are provided over the driving wheels 30 which fenders are required in the use of the truck in the open.

At the rear end of the truck, there is provided a suitable counterweight construction indicated at 36, which will be described more in detail in connection with Figures l2 and 13.

Forwardly of the counterweight 36, there is provided a hood 31 enclosing the engine and terminating intermediate the ends of the vehicle in a vertical face portion 38, forming an instrument panel upon which is mounted the usual instruments for vehicles of this type. Forwardly of the instrument panel 38, there is provided at one side of the vehicle an operators seat 39, suitably supported by the post 40 for resilient mounting in the frame of the vehicle. Extending vertically upwardly and rearwardly is the steering post 42 carrying a conventional type of steering wheel 43, This post projects through the floor board 44 which encloses the tilt cylinders 28. the drivers seat and to the right thereof are the two control levers 45 and 46 which respectively control the raising and lowering of the load iingers and forward and rearward tilting of the upright assembly. Forwardly of the control levers 45 and 46 and extending within easy reach of the operators hand is the'gear shift control 41 for selecting various speed ratios in the transmission 48 shown in Figure 3, the lever extending out through a suitable control tower 49 mounted on the top of the transmission. The transmission itself is rigidly secured to the flywheel housing 5I! of the engine 52, this engine being of the usual industrial automotive type and including the .conventional type of radiator,53, fan 54, and also being provided with a fluid pump 55, used for developing pressure inthe hydraulic circuit. The pump operates whenever the engine is running but delivers pressure to the ltilt cylinders or lift cylinders only in connection with the operation of the levers 45 and 46.

' Considering now the frame of the vehicle shown in Figures4 to 6, inclusive, this frame comprises two side plate members 60 which adjacent the rear end of the truck converge inwardly as indicated at 62 and terminate in vertically extendlng angle members 63 rigidly connected together by the transverse plate 84.

Intermediate the plate 64 l andthe point of convergence of the side plate `ISI), there is provided a downwardly arched plate member 55,. which is provided with aligned bosses 66 adaptedv pivot pin 61, by which to receive the transverse the steering axle member 6B is pivotallymounted to the chassis. Between the twoplates V'65 there Adjacent provide a rigid X-shaped there is provided a transverse angular shaped means for securing the longitudinal frame memportion 62.

v 'I'he blocks 5| cooperate with-pads 8| formed -6 on the axle 88 to dampen and absorb shocks imparted thereto by the axle pads when the axle is abruptly rocked about its pivot 81.

Suitable reinforcing Webs or plates 89| are provided at the points where the i'rame plates 88 10 converge inwardly and are tied together by a transverse plate member 18 extending laterally thereacross. Also reinforcing webs 12 are provided on the outer surface of the frame plate 88 through the-angular portion oi7 these plates 15 for reinforcing purposes and also for supporting the running board and fenders of the vehicle. These reinforcements are indicated at 12 and are vertically spaced.

Throughout the middle portion of the chassis. 20

the plates 88 are rigidly spaced apart by the cross members 13 which are Joined to the side plate members 68 and cross each other diagonally to construction. Also member 14 which extends across the ends of the plates 13 and is Joined to the side plate member 88.

The forward ends of the side plate member88 are provided with castings` 15 rigidly secured so thereto, the under surface of the casting 18 providing pads for supporting this end of the chassis rigidly on the axle housing 32 as shown in detailv in Figure 3. The castings 15 are also provided with forwardly extending projection 16 termi- 88 nating in collar portions 11 through which the Itransverse'shaft 28 extends, this shaft being provided with the bushings 1B forming the pivotal supports for the lower ends of the uprights 5.

Considering now the manner in which the 40 pOwer unit is supported in the chassis, it will be seen that the radiator 53 is supported by means of the brackets 19 upon the supports 88, welded or otherwise suitably secured to the frame plate the support for the steering axle, and forwardly w thereof supported on brackets 88' is a plate 8| brackets being indicated at 82. The plate 8| has, 50

a dropped central portion and in the downwardly inclined arms, there is provided openings 82 through which extend suitable securing means for the engine brackets 82'. 'I'he rear end of the engine is suitably supported by means of an 55 arched plate member 83 which at its ends is provided with the normally directed plan portions 84, bolted or otherwise suitably secured to the side frame members 68. The plate member 83 is arched over the flywheel housing of the engine and at the sidesof the housing is provided with angle-shaped brackets 85, which bolt to corresponding bosses formed in the sides of the flywheel housing as shown clearly in Figure 5. This forms a rigid support for the ilywheel housing 65 and consequently for the rear end oi' the engine and the transmission I8.

I'he side frame member 68 forwardly of the service brake 86, mounted on the output shaft of the transmission is provided with an angle- 70 -shaped transverse supporting member 81, which is bolted or otherwise secured by means of the' brackets 88 to the inner surfaces of the side frame plates 68. The member 81 as shown in Figure 3 The transverse member 88 provides 45 assigne 3 ing through a suitable master cylinder 94 supported on thebracket 96 for hydraulic control of conventional type hydraulic Vbrakes at the wheels. j

Forwardly of the transverse member 81 there is provided thel stiiening member 98, also suit- 'ably bolted to the side frame member as by means of the brackets 91. This member is disposed adjacent the forward ends of the side frame members .88 to provide reinforcement adjacent the point at which the side frame members are adjacent the stiiiening member 84.

As -shown in Figures 5 and 6, the vertically extending angle members 83 at the rear end of the vehicle are provided at their upper ends with bers or bars 88 thereto. These members 98 extend rearwardly to a point adjacent 88, thence extend downwardly to the upper edge of the side frame member 80 rearwardly of the transverse arched member 83 and preferably are supported upon the reinforcing plates 88 in suitable manner.

The members 98 form supporting means for the hood 31 andfor the side enclosures |88, which laterally enclose the engine between the fenders 34. At their forward ends, indicated at 99, the members extend vertically downwardy and form a support for the liquid sump or reservoir |82, which is disposed transversely across the vehicle beneath the knees of the driver, in which there is conveniently located without in any way interfering with the operation of the vehicle. Intermediate their ends, the members 98 are provided with reinforcing struts |83, which also serve as lateral reinforcements for the side enclosing members.

Considering now in detail Figures 8 and 9, which illustrate the steering axle construction, the axle assembly 88 is similar to a conventional steering axle of a motor truck,vexcept that it is provided'with the pivot .means 81 mounting it for rocking movement intermediate its ends about the transverse frame plates 65. The axle portion of the axle 88 terminates in forged ends |85 adapted to receive the spindle members |86 mounted thereonas by means of king pins |81, the spindle members |88 and suitable spindle portions 88, upon which the steering wheels |89 are rotatably mounted, Preferably the two spindles |88 are tied together by the tie rod ||8 extendingv between suitable tie rod arms ||2 carried by the spindles, and one ofthe spindles isfalso provided with the starting arm ||3 suitably connected to a reach rod controlled by steering wheel 43 for simultaneously steering the two spindles |88.

To absorb torque reactions, there is provided a wish-bone typereinforcemcntforthe steering axle,

- yverge toward each other and are anchored on a is provided with the projecting brackets 89, fcrmbracket ||8 suitably secured to the cross member in the bracket ||5 to accommodate the rocking movement of the axle, produced by pivoting it intermediate its ends.

It will be apparent from this construction that the steering axle can rock about its center in a vertical plane but is restrainedfrom horizontal rocking byreason of the wish-bone construction, although this construction accommodates the vertical rocking movement of the axle. By .reason of this construction, it is apparent that the vehicle has in eifect a three-point suspension, so that it will be stable in all positions regardless of the ground levels in which the wheels 33 may rest. f

Considering now the drive axle assembly shown in Figures and 11, this axle is of the same type as is used commercially in automotive trucks, consisting of an axle housing 32, preferably formed as described in Spatta Patent No. 2,124,406 of July 19, 1938. This housing includes a central banjo portion'||6 adapted to contain the diiierential ring gear ||1 and a driving pinion ||8 or a driving ring gear of the differential. The housing terminates at its endsin suitable wheel bearing portions for mounting a pair of dual wheels 30 thereon, the wheels being mounted as described in Burger Reissue Patent' No. 20,022 of June 30, 1936. The side of the housing adjacent the uprights 5 is provided with a cover plate ||9 suitably secured as by the bolts |20 to' the iiange |22 of the housing.l The housing arm extending from this banjo portion is provided with a spring pad |22, upon which is bolted the bracket for mounting the forward end of the chassis upon the housing.

Extending from the transmission side of the housing toward the transmission is a differential carrier |23 having a dropped gear portion |24 providing a reduction between the'propeller shaft 90 and the differential pinion. This gear is indicated diagrammatically in Figure 10 at |25 and |26, respectively, the gear |25 being driven from the propeller shaft 90 driving the gear |26, which in turn is mounted on the pinion shaft which drives the diierential ring gear.

The counterweight construction mounted at the rear end of the vehicle upon the steering axle 68 is shown in detail in Figures 12 and 13 and consists of a first mounting plate portion |30, preferably formed as a casting and provided with a recess or opening |32, therein through which are extended the vertical bars |33 forming a grill for protecting the radiator 53. Adaptable to be bolted to the plate is a second counterweight member |34, also formed as a casting and which progressively increases in thickness toward its lower ends. The plate |30, together with the plate |34 are adaptable to be bolted to a supporting plate |35 carried by frame members 63 and 64. Suitable openings |36 are provided for receiving the bolts by which these two castings are secured to the end of the frame. Each of the plates |30 and |34 is also provided with wing portions |31which extend laterally outwardly and downwardly,'as shown in Figures 1 and 2, providing both protection for the rear end of the truck and also increasing the weight to provide sufficient counterbalance for the loads carried upon the forks |5. If it is desired to provide more counterbalancing weight than is provided by |31 and |34, lan additional counterweight |38 may be attached to the plate |34 as indicated in Figure i3. The counterweight |33 is preferably provided with vertically spaced forwardly extending pro- Jections |33 and |40, adapted to extend over the rearward projections |42 and |43 of the plate |34. These two projections |42 and |43 are provided with aligned openings |45 and |46, respectively, which when the openings |41 and |48 or the projections |33 and |40- of the counterweight |33 are aligned therewith receive a lock pin |50 for locking the additional counterweight in position. This additional counterweight is thereby clamped in position over the outer surface of the counterweight |34 and adds additional counter bearing force if greater loads are to be carried upon the forks |5.

In Figures 14 and 15, I have disclosed the hydraulic system for this truck, which includes the pump 55, consistently driven by the motor 52. The inlet to the pump consists of a conduit |50, leading from the. bottom |52 of the oiier, sump, or reservoir |02 for directing fluid from this reservoir to the inlet side of the pump. The outlet side of the pump or high pressure side is connected to a conduit |53 leading to a series of available bosses generally indicated at |54. When the control members 45 and 45 are in neutral position, the oil pressure delivered by the pump 55 passes through the available boss |54 and thence through the by-pass conduit |55 and ends up at |56 of the reservoir |02. However, when one of the control levers |45 is actuated, for example, the tilting control lever, oil is passed from the valve boss |54 through the line |51 to the conduit |58 interconnecting the forward ends of the tilt cylinders 28. This causes the piston rods 26 to move rearwardly, tilting the uprights 5, for moving them rearward into transporting position. When this control 46 is moved in the opposite direction, the line |51 is connected to the by-pass line |55, but fluid from the high pressure side of the pump is directed into the line |53 which through the connection |60, leads to a T |62, having communications through conduit |63 with the rear ends of the tilt cylinders |28, thereby tilting the upright assembly forwardly to pick up or discharge a load from the forks i5.

If the control lever 46 is actuated, the fluid under pressure from the high pressure side |53 of the pump is continued through conduit |64 to the lower end |55 of the vertical cylinder 23 controlling the raising and lowering of the uprights. This produces upward movement of the piston rod I0, thereby raising the forks and also producing telescopic movement of the upright. The return of the upright'assembly to lowered position is by gravity, in which case the conduit |64 is connected through at valve boss |54 to the alignment |55 leading to the reservoir.

The upper end of the cylinder 23 is provided with line |66 which returns any oil by-passing in the piston thereiny back tothe reservoir as shown in Figure 14.

In Figure 7 there is disclosed a more or less diagrammatic view of the rear side of the upright assembly, illustrating the manner in which the two outer uprights 5 are securely held against relative lateral movement by means of the cross members 24, 2.6, and 21, also because of the height of the lifting mechanism, these uprights are also supported against relative vertical movement by cross bracing rods |10 and |12, extending between the cross member 6 and the transversel chain anchorV and cylinder support 22, as well as by means of cross braces |13 and |14 between member 22 and the top cross member 1. This counterweight provides a very rigid and sturdy upright construction in which the uprights will be maintained in positive alignment so as to prevent any possibility of binding of the inner slides 8 during the telescoping movement. In Figures 16 and 17 we have disclosed a modiiied type of counterweight arrangement; in which in place of adding additional metal members, the

outer counterweight plate is provided with a hinged stand upon which additional men may support themselves to add their weight Ato the rear end of the vehicle when heavier loads are to be carried. This stand is arranged to be locked in folded position out of the way when not in use.

Considering lthese figures in detaiL'the .rear counterweight member |34' is provided adjacent its lower end with brackets folded or other- Wise secured to the face thereof and having offset arms |16 carrying a vertically extending bolt or rod |11. One such bracket is provided at each side ofthe counterweight member adjacent its lower end and the rods |11 are adapted to act as guides for receiving the collar portion |18 which is vertically slidable on the rods |11 and is provided with a hinge portion |18 upon which the frame |80 of the stand is hinged. The frame |80 is formed of angle iron members and across its lowered iiange surface there is provided an extended metal grill, which forms the support ifor the men to stand on.

At the upper portion of the counterweight member |34 there is provided a second bracket member/H83 which is bolted or otherwise secured to the outer surface of the plate member |34 and has welded or otherwise secured thereto, a supporting bar |84 which can be used as a hand hold by the men standing on the platform and which also at its ends is provided with the eye portion |85, forming an anchor for the chains Two such chains are provided, one on each side of the stand |80 and hold the stand in horizontal position as shown in Figure 16 when in use.

When it is desired not to use the stand |80, it is folded up into the dotted line position shown in Figure 16 and is also raised, the collar portion |18 moving to the upper ends of the rods |11. In order to lock the stand in this position, the right hand bracket |83 at the upper portion of the member is provided with an oiset |81 which has the slot |88 into which the edge |88 of the stand extends. This edge is apertured as indicated at |90 and is locked in position in the slot |88 by means of a pin |82 chained to the bracket or latch |81. 'I'his securely latches the stand in raised position, parlatch member allel to the plate |34" holding it out of the way when not in use. Because of the expanded metal platform forming the standing portion of the stand when in the raised position, this provides a clear` opening to the grill |32 of the counterweight members so that air may readily ow to the radiator of the engine. Thus a simplified means is provided for adding additional weight to the rear end of the vehicle without the necessity oi carrying a bulky counterwelght member such as`the member |38.

Industrial trucks of this type are sometimes required to be iiown by plane to any accessible location and for this reason it is necessary that some provision be made to accommodate moving this kind of truck into the fuselage of the plane. For this reason the upper construction as sh'own in Figure 3 is arranged for detachment and the hydraulic'hose connection and the wiring connecmediate said tion are also detachable so that the entire upper assembly may be moved in order to disassamble it for position within a plane for transportation to remote places. This also is a reason for providing in place of the bulky counterweight |88 the expedient shown in Figures 16 and 17.

Also due to th'e fact that the vehicle lifts to extremely high'posltions, itis desirable to ail'ord additional protection to the operator when the load is in elevated position. This is especially true vwith bulky light loads and for this reason the fingers I5 ci' the lift mechanism are provided with vertically extended strap portions |85 for additional support of bulky loads to prevent them toppling rearwardly over the ,forks when in elevated position.

It is therefore believed apparent that/we have providedna novel type of industrial truck particularly adaptable to the loading of cargo planes and transports, which is kdesigned for travel on landing strips and airfields and has a road'clearance sunlcient to accommodate its operation in practically all types of weather. In addition, the lateral stability of the mechanism insures its safe operation even when the loads are lifted to the maximum height capable of being produced by the truck.

In conjunction with this design, it is apparentv l. In an industrial truck, a. vehicle body including a chassis and a said truck including means for supporting power unit, a drive axle for a banjo type axle housing. one end of said chassis dlrectly on the oppositely extending arms of said' housing, a transverse brace in said chassis irrte'rpower unit and said axle a transverse shaft rigidly' supported from said chassis beyond said housing. a vertical load carrying mast assembly pivotally mounted adjacent its lower end about said shaft, and laterally spaced tilt means for said mast assembly anchored at one end spaced relation on said transverse brace.

2. An industrial truck chassis including parallel side frame members, cross bracing therebetween at longitudinally spaced points, a vertical mast pivotally connected to one end of said chassis. means pivotally anchored to said ybracing and connected to said mast for controlling tilting thereof, transverse plate means adjacent the 0D- posite Iend of said chassis, a steering axle pivotally mounted at its center to said plate means for vertical rocking movement, and a drive axle assembly adjacent said mast and rigidly connected to said chassis..

3. The chassis of claim 2 wherein said axles are provided at their ends with interchangeable pneumatic tires. l

4. An industrial truck chassis comprisingparallel side frame members, transverse parallel plate means adjacent one end of said chassis, a steering axle beneath` said chassis supporting said i end thereof, vertically extending posts at said 4,end of said chassis, a ilrst counterweight member supported on said posts and chassis end', and a secl carrying mast at one end,

tending wing portions partially overlyingrthe 1on- --,:.gitudinal projection of ths wheels on said axle.

5. The chassis of ,claim 4 further characterized by means providing a rectangular grill opening through said members.

6. The chassis of claim 4 further characterized by the provision of an additional counterweight block. and means detachably supporting said block in a rearwardly projecting position on the lower portion of said second counterweight member.

'7. In an industrial truck, a chassis having a power unit mounted thereon and having a driving axle #under one end and a steering axle under the opposite end, a vertically extensible load-carrying mast pivotally' mounted on said chassis adjacent said driving axle. counterweight means secured across the opposite end of said chassis. and platform means carried by and arranged to be moved into horizontal position projecting from said counterweight means for supporting additional counterbalancing weight.

8. The truck of claim 7 wherein said platform means when not in use is adapted to be moved into vertical locked position on the rear face of said counterweight means.

9. In an industrial fork truck having a load fixed counterweight means at the other end, a platform hinged on Cthe rear face of said counterweight means and movable into horizontal rearwardly projecting position for supporting additional counterbalancing weight. and means for locking said platform in vertical position against the rear face of said counterweight means.

10. A frame for an' industrial' truck comprising laterally spaced xparallel vertical plate members having inwardly offset parallel portions at one end thereof, an end pate extending transversely between the ends of said offset portions, reinforcing gusset members in the angles formed by said offset portions, a transverse brace between the gussets on the inner faces of said plates, a pairv of vertical transverse plates between said offset portions having downwardly arched central portions providing a pivot for a steering axle, engine receiving supports carried between said offset portions, and pad means on the opposite ends of said frame plates for supporting the same on the arm portions of an axle housing.

11. The frame of claim 10 wherein said pad means includes forwardly projecting shaft sup-v ports for receiving a transverse upright-support4 ing shaft.

12. The frame of claim 10 including diagonal cross bracing between the lower edges of said plate members intermediate said inwardly offset I portions and said pad means.

13. The frame of claim 10 including additional transverse bracing between said plate members adjacent theupper and lower edges thereof beyond said inwardly offset portions.

ELMER J. DUNHAM. KENNETH E. MULVANY. 

